Autonomous vehicle operation in obstructed occupant view and sensor detection environments

ABSTRACT

Arrangements related to mitigating risk for autonomous vehicles in occupant view and vehicle sensor obstructed environments are presented. An information critical area in an external environment can be identified relative to a future planned driving maneuver of the autonomous vehicle. If at least a portion of the information critical area is outside of a determined occupant viewable area and a determined sensor detection area due to the presence of an obstructing object, it can be determined whether the obstructing object is moving favorably relative to the future planned driving maneuver. If the obstructing object is moving favorably relative to the future planned driving maneuver, the autonomous vehicle can be caused to implement the future planned driving maneuver while moving relative to the obstructing object so as to be shielded by the detected obstructing object from any potential objects located in the at least a portion of the information critical area.

FIELD

The subject matter described herein relates in general to vehicleshaving an autonomous operational mode and, more particularly, to theoperation of such vehicles in environments in which occupant views andsensor detection areas are obstructed.

BACKGROUND

Some vehicles include an operational mode in which a computing system isused to navigate and/or maneuver the vehicle along a travel route withminimal or no input from a human driver. Such vehicles include sensorsthat are configured to detect information about the surroundingenvironment, including the presence of objects in the environment. Thecomputing systems are configured to process the detected information todetermine how to navigate and/or maneuver the vehicle through thesurrounding environment. In some instances, there may be portions of thesurrounding environment which cannot be sensed by a human occupant orthe vehicle sensors. Due to such blind spots, it may be unsafe for thevehicle to proceed in some instances.

SUMMARY

In one respect, the present disclosure is directed to method ofoperating an autonomous vehicle in occupant view and vehicle sensorobstructed environments. The method includes identifying an informationcritical area in an external environment relative to a future planneddriving maneuver of the autonomous vehicle. The method also includessensing at least a portion of the external environment of the autonomousvehicle to detect the presence of an obstructing object located therein.The method further includes, responsive to determining that at least aportion of the information critical area is located outside of adetermined occupant viewable area and a determined sensor detection areadue to the presence of the detected obstructing object, determiningwhether the detected obstructing object is moving favorably relative toa future planned driving maneuver of the autonomous vehicle. Inaddition, the method includes, responsive to determining that thedetected obstructing object is moving favorably relative to the futureplanned driving maneuver of the autonomous vehicle, causing theautonomous vehicle to implement the future planned driving maneuverwhile moving relative to the detected obstructing object so as to beshielded by the detected obstructing object from any potential objectslocated in the at least a portion of the information critical area thatis located outside of the determined occupant viewable area and thedetermined sensor detection area due to the detected obstructing object.

In another respect, the present disclosure is directed to a system foroperating an autonomous vehicle in occupant view and vehicle sensorobstructed environments. The system includes a sensor system. The sensorsystem is configured to sense at least a portion of the externalenvironment of the autonomous vehicle to detect the presence of anobstructing object located therein.

The system also includes a processor operatively connected to the sensorsystem. The processor is programmed to initiate executable operations.The executable operations include identifying an information criticalarea in an external environment relative to a future planned drivingmaneuver of the autonomous vehicle. The executable operations alsoinclude determining an occupant viewable area of the externalenvironment. The executable operations further include determining asensor detection area of the external environment.

The executable operations include, responsive to determining that atleast a portion of the information critical area is located outside ofthe determined occupant viewable area and the determined sensordetection area due to the presence of the detected obstructing object,determining whether the detected obstructing object is moving favorablyrelative to a future planned driving maneuver of the autonomous vehicle.The executable operations include, responsive to determining that thedetected obstructing object is moving favorably relative to a futureplanned driving maneuver of the autonomous vehicle, causing theautonomous vehicle to implement the future planned driving maneuverwhile moving relative to the detected obstructing object so as to beshielded by the detected obstructing object from any potential objectslocated in the at least a portion of the information critical area thatis located outside of the determined occupant viewable area and thedetermined sensor detection area due to the detected obstructing object.

In yet another respect, the present disclosure is directed to a computerprogram product for operating an autonomous vehicle in occupant view andvehicle sensor obstructed environments. The computer program productincludes a computer readable storage medium having program code embodiedtherein. The program code is executable by a processor to perform amethod. The method includes identifying an information critical area inan external environment relative to a future planned driving maneuver ofthe autonomous vehicle. The method also includes sensing at least aportion of the external environment of the autonomous vehicle to detectthe presence of an obstructing object located therein.

The method further includes determining an occupant viewable area of theexternal environment. Also, the method includes determining a sensordetection area of the external environment. The method includes,responsive to determining that at least a portion of the informationcritical area is located outside of the determined occupant viewablearea and the determined sensor detection area due to the presence of thedetected obstructing object, determining whether the detectedobstructing object is moving favorably relative to a future planneddriving maneuver of the autonomous vehicle. The method includes,responsive to determining that the detected obstructing object is movingfavorably relative to a future planned driving maneuver of theautonomous vehicle, causing the autonomous vehicle to implement thefuture planned driving maneuver while moving relative to the detectedobstructing object so as to be shielded by the detected obstructingobject from any potential objects located in the at least a portion ofthe information critical area that is located outside of the determinedoccupant viewable area and the determined sensor detection area due tothe detected obstructing object.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an example of an autonomous vehicle.

FIG. 2 is an example of a method of operating an autonomous vehicle in aview-obstructed environment.

FIG. 3A is an example of an environment in which at least a portion ofan information critical area to a future planned driving maneuver of avehicle is located outside of a determined occupant viewable area and adetermined sensor detection area due to the presence of a detectedobstructing object.

FIG. 3B is an example of the environment of FIG. 3A, showing thedetected obstructing object moving favorably relative to a futureplanned driving maneuver of the vehicle.

FIG. 4A is an example of an environment in which at least a portion ofan information critical area to a future planned driving maneuver of avehicle is located outside of a determined occupant viewable area and adetermined sensor detection area due to the presence of a detectedobstructing object.

FIG. 4B is an example of the environment of FIG. 4A, showing thedetected obstructing object moving favorably relative to a futureplanned driving maneuver of the vehicle.

DETAILED DESCRIPTION

This detailed description relates to the operation of an autonomousvehicle in view-obstructed environments. More particularly, thisdetailed description relates to the operation of an autonomous vehiclewhen at least a portion of an information critical area in theenvironment is located outside of a determined occupant viewable areaand a determined sensor detection area due to the presence of anobstructing object. In one or more implementations, it can be determinedwhether the detected obstructing object is moving favorably relative tothe future planned driving maneuver of the autonomous vehicle. Inresponse to determining that the detected obstructing object is movingfavorably relative to the future planned driving maneuver of theautonomous vehicle, the autonomous vehicle can be caused to implementthe future planned driving maneuver while moving relative to thedetected obstructing object so as to be shielded by the detectedobstructing object from any potential objects located in the informationcritical area. The present detailed description relates to systems,methods and computer program products that incorporate such features. Inat least some instances, such systems, methods and computer programproducts can improve safety and/or occupant confidence in the autonomousoperation of the vehicle.

Detailed embodiments are disclosed herein; however, it is to beunderstood that the disclosed embodiments are intended only asexemplary. Therefore, specific structural and functional detailsdisclosed herein are not to be interpreted as limiting, but merely as abasis for the claims and as a representative basis for teaching oneskilled in the art to variously employ the aspects herein in virtuallyany appropriately detailed structure. Further, the terms and phrasesused herein are not intended to be limiting but rather to provide anunderstandable description of possible implementations. Variousembodiments are shown in FIGS. 1-4B, but the embodiments are not limitedto the illustrated structure or application.

It will be appreciated that for simplicity and clarity of illustration,where appropriate, reference numerals have been repeated among thedifferent figures to indicate corresponding or analogous elements. Inaddition, numerous specific details are set forth in order to provide athorough understanding of the embodiments described herein. However, itwill be understood by those of ordinary skill in the art that theembodiments described herein can be practiced without these specificdetails.

Referring to FIG. 1, an example a vehicle 100 is shown. As used herein,“vehicle” means any form of motorized transport. In one or moreimplementations, the vehicle 100 can be an automobile. Whilearrangements will be described herein with respect to automobiles, itwill be understood that embodiments are not limited to automobiles. Inone or more implementations, the vehicle 100 may be a watercraft, anaircraft or any other form of motorized transport. The vehicle 100 canhave a front end 102 and a back end 104.

According to arrangements herein, the vehicle 100 can be an autonomousvehicle. As used herein, “autonomous vehicle” means a vehicle thatconfigured to operate in an autonomous mode. “Autonomous mode” meansthat one or more computing systems are used to navigate and/or maneuverthe vehicle along a travel route with minimal or no input from a humandriver. In one or more arrangements, the vehicle 100 can be highlyautomated. In some instances, the vehicle 100 can be configured to beselectively switched between an autonomous mode and a manual mode. Suchswitching can be implemented in any suitable manner, now known or laterdeveloped. “Manual mode” means that a majority of the navigation and/ormaneuvering of the vehicle along a travel route is performed by a humandriver.

The vehicle 100 can include various elements, some of which may be apart of an autonomous driving system. Some of the possible elements ofthe vehicle 100 are shown in FIG. 1 and will now be described. It willbe understood that it is not necessary for the vehicle 100 to have allof the elements shown in FIG. 1 or described herein. The vehicle 100 canhave any combination of the various elements shown in FIG. 1. Further,the vehicle 100 can have additional elements to those shown in FIG. 1.In some arrangements, vehicle 100 may not include one or more of theelements shown in FIG. 1. Further, while the various elements are shownas being located within the vehicle 100 in FIG. 1, it will be understoodthat one or more of these elements can be located external to thevehicle 100. Further, the elements shown may be physically separated bylarge distances.

The vehicle 100 can include one or more processors 110. “Processor”means any component or group of components that are configured toexecute any of the processes described herein or any form ofinstructions to carry out such processes or cause such processes to beperformed. The processor 110 may be implemented with one or moregeneral-purpose and/or one or more special-purpose processors. Examplesof suitable processors include microprocessors, microcontrollers, DSPprocessors, and other circuitry that can execute software. Furtherexamples of suitable processors include, but are not limited to, acentral processing unit (CPU), an array processor, a vector processor, adigital signal processor (DSP), a field-programmable gate array (FPGA),a programmable logic array (PLA), an application specific integratedcircuit (ASIC), programmable logic circuitry, and a controller. Theprocessor 110 can include at least one hardware circuit (e.g., anintegrated circuit) configured to carry out instructions contained inprogram code. In arrangements in which there is a plurality ofprocessors 110, such processors can work independently from each otheror one or more processors can work in combination with each other. Inone or more arrangements, the processor 110 can be a main processor ofthe vehicle 100. For instance, the processor 110 can be an enginecontrol unit (ECU).

The vehicle 100 can include one or more data stores 115 for storing oneor more types of data. The data store 115 can include volatile and/ornon-volatile memory. Examples of suitable data stores 115 include RAM(Random Access Memory), flash memory, ROM (Read Only Memory), PROM(Programmable Read-Only Memory), EPROM (Erasable Programmable Read-OnlyMemory), EEPROM (Electrically Erasable Programmable Read-Only Memory),registers, magnetic disks, optical disks, hard drives, or any othersuitable storage medium, or any combination thereof. The data store 115can be a component of the processor 110, or the data store 115 can beoperatively connected to the processor 110 for use thereby. The term“operatively connected,” as used throughout this description, caninclude direct or indirect connections, including connections withoutdirect physical contact.

The vehicle 100 can include an autonomous driving module 120. Theautonomous driving module 120 can be implemented as computer readableprogram code that, when executed by a processor, implement one or moreof the various processes described herein, including, for example,determining a current driving maneuvers for the vehicle 100, futuredriving maneuvers and/or modifications. The autonomous driving module120 can also cause, directly or indirectly, such driving maneuvers ormodifications thereto to be implemented. The autonomous driving module120 can be a component of the processor 110, or the autonomous drivingmodule 120 can be executed on and/or distributed among other processingsystems to which the processor 110 is operatively connected.

The autonomous driving module 120 can include instructions (e.g.,program logic) executable by the processor 110. Such instructions caninclude instructions to execute various vehicle functions and/or totransmit data to, receive data from, interact with, and/or control thevehicle 100 or one or more systems thereof (e.g. one or more of vehiclesystems 145). Alternatively or in addition, the data store 115 maycontain such instructions.

The vehicle 100 can include a viewing analysis module 121. The viewinganalysis module 121 can be implemented as computer readable program codethat, when executed by a processor, implement one or more of the variousprocesses described herein. The viewing analysis module 121 can be acomponent of the processor 110, or the viewing analysis module 121 canbe executed on and/or distributed among other processing systems towhich the processor 110 is operatively connected.

The viewing analysis module 121 can be configured to detect, analyze,assess and/or interpret information about an external environment of thevehicle 100 to determine an occupant viewable area. “Occupant viewablearea” means a portion of the external environment that is visible to avehicle occupant. The determination of the occupant vehicle area can bebased on one or more factors, including, for example, the location of anoccupant within the vehicle 100, obstructions in the externalenvironment (e.g. other vehicles, weather conditions, etc.),obstructions in the vehicle (e.g. portions of the vehicle frame ormolding blocking the field of view, window tinting, etc.), seat position(e.g. height, location in a longitudinal direction of the vehicle,reclining position, etc.), human occupant physical measurements (e.g.height), human occupant physical limitations and/or human occupantsensory perception limitations, just to name a few possibilities. Thehuman occupant physical measurement, human occupant physical limitationsand/or human occupant sensory perception limitations can be based ondata of a particular human being, an average human being, or other dataset.

In one or more arrangements, the human occupant physical measurementscan be based on actual measurements of one or more features of a humanoccupant. As an example, one or more images of at least a portion of thebody of a human occupant can be captured. For instance, one or moreimages of at least a portion of the body of a human occupant can becaptured by a scanner, camera and/or sensor. The viewing analysis module121 or other element can include any suitable body recognition softwareand/or body analysis software. In one or more arrangements, at least aportion of the face of a human occupant can be captured. Facialrecognition and/or analysis software can be used to facilitate imagecapture and/or to analyze captured images. Analyzing the images caninclude determining or measuring one or more physical features of ahuman occupant, such as eye size, pupillary distance, distance betweenthe eyes, distance between at least one of the eyes and one or moreother facial or body features, distance between at least one of the eyesand a structure within the vehicle, head angles, eye angles, thevertical meridian in each eye, the horizontal meridian in each eye, justto name a few possibilities.

In one or more arrangements, such measurements can be used, at least inpart, to determine the occupant viewable area. In one or morearrangements, the occupant viewable area can also be determined byfactoring in information/data about the field of vision of a humanbeing. For instance, in one or more arrangements, a predetermined fieldof human vision can include a set of predetermined vision ranges, whichcan be based on a particular human being, an average human being, orother data set. As an example, one set of predetermined vision rangescan include: about 60 degrees nasally (e.g. toward the nose or inward)from the vertical meridian in each eye to about 100 degrees temporally(e.g. away from the nose or outward) from the vertical meridian in eacheye, and about 60 degrees above and about 75 degrees below thehorizontal meridian of each eye.

In one or more arrangements, the viewing analysis module 121 can beconfigured to determine or account for the actual vision ranges of ahuman occupant of the vehicle 100 when determining the occupant viewablearea. For instance, the viewing analysis module 121 can be configured toobtain, access and/or receive information/data related to one or moreaspects of the vision of a human occupant of the vehicle. For instance,the viewing analysis module 121 can be configured to conduct at least apartial visual field test of a human occupant of the vehicle 100.Alternatively or in addition, the viewing analysis module 121 canreceive information/data or inputs corresponding to a human occupant'svision, including information/data concerning any medical conditions,corrective lenses, visual acuity, prior vision tests, etc.

The viewing analysis module 121 can be configured to determine thelocation of an object detected in the external environment relative tothe occupant viewing area. More particularly, the viewing analysismodule 121 can be configured to determine whether an object detected inthe external environment is located outside of the occupant viewablearea. Alternatively or in addition, the viewing analysis module 121 canbe configured to determine whether at least a portion of an informationcritical area of the external environment is located outside of thedetermined occupant viewable area.

The viewing analysis module 121 can include instructions (e.g., programlogic) executable by the processor 110. Such instructions can includeinstructions to determine an occupant viewing area, to determine thelocation of a detected object relative to the occupant viewing areaand/or to determine whether at least a portion of an informationcritical area is located outside of the determined occupant viewablearea. Alternatively or in addition, the data store 115 may contain suchinstructions.

The vehicle 100 can include an information critical area determinationmodule 122. The information critical area determination module 122 canbe implemented as computer readable program code that, when executed bya processor, implement the various processes described herein. Theinformation critical area determination module 122 can be a component ofthe processor 110, or the information critical area determination module122 can be executed on and/or distributed among other processing systemsto which the processor 110 is operatively connected.

The information critical area determination module 122 can be configuredto identify an information critical area along a travel route of thevehicle. “Information critical area” means any portion of an externalenvironment of a vehicle that is in which information contained thereinis critical with respect to performing a future driving maneuver. Inthis context, “critical” means information that is important indetermining whether the vehicle can safely and successfully complete afuture driving maneuver. The information critical area can change asthere are changes in the location, position and/or direction of thevehicle 100. Also, depending on the external environment, there may beone information critical area or more than one information critical areafor a given future driving maneuver.

The information critical area determination module 122 can beoperatively connected to a sensor system 125, a camera system 127, anavigation system 180 and/or other element of the vehicle 100 toidentify an information critical area. In one or more arrangements, theinformation critical area determination module 122 can be operativelyconnected to one or more one or more of the data stores 115, which caninclude mapping or other data. As the vehicle 100 travels along a travelroute, future driving maneuvers that the vehicle 100 will perform alongthe travel route can be assessed relative to other portions of theexternal environment.

Various examples of information critical areas are described herein. Forinstance, if a vehicle is approaching an intersection and a right turnis planned onto another street, then one information critical area wouldbe at least a portion of the other street that is located to the left ofthe intersection. One example of such an area is shown at 450 in FIG.4A. The presence or absence of objects in such an area would be criticalto the future driving maneuver (e.g. turning right onto the street). Inone or more arrangements, the information critical area can be locatedwithin a predetermined area or distance. For instance, for theinformation critical area shown in FIG. 4A, the information criticalarea can extend from the intersection to a predetermined distance awayfrom the intersection. In one or more arrangements, the predetermineddistance can be about 50 feet or less, about 75 feet or less, about 100feet or less, about 150 feet or less, about 200 feet or less, etc.

As noted above, the vehicle 100 can include a sensor system 125. Thesensor system 125 can include one or more sensors. “Sensor” means anydevice, component and/or system that can detect, determine, assess,monitor, measure, quantify and/or sense something. The one or moresensors can be configured to detect, determine, assess, monitor,measure, quantify and/or sense in real-time. As used herein, the term“real-time” means a level of processing responsiveness that a user orsystem senses as sufficiently immediate for a particular process ordetermination to be made, or that enables the processor to keep up withsome external process. The sensor system 125 can have an associatedsensor detection area. “Sensor detection area” means a portion of anenvironment that is located within the range of one or more sensors of asensor system. The sensor detection area of the sensor system 125 can bedetermined by, for example, the sensor system 125, the viewing analysismodule 121 and/or other module or element.

In arrangements in which the sensor system 125 includes a plurality ofsensors, the sensors can work independently from each other.Alternatively, two or more of the sensors can work in combination witheach other. The sensor system 125 and/or the one or more sensors can beoperatively connected to the processor 110, the data store 115, theautonomous driving module 120 and/or other element of the vehicle 100.

The sensor system 125 can include any suitable type of sensor. Forexample, the sensor system 125 can include one or more sensorsconfigured to detect, determine, assess, monitor, measure, quantifyand/or sense information about the vehicle 100. Alternatively or inaddition, the sensor system 125 can include one or more sensorsconfigured to detect, determine, assess, monitor, measure, quantifyand/or sense information about the external environment in which thevehicle 100 is located, including information about objects in theexternal environment. Such objects may be stationary object or movingobjects. Alternatively or in addition to one or more of the aboveexamples, the sensor system 125 can include one or more sensorsconfigured to detect, determine, assess, monitor, measure, quantifyand/or sense the location of the vehicle 100 and/or the location ofobjects in the environment relative to the vehicle 100. Various examplesof these and other types of sensors will be described herein. It will beunderstood that the embodiments are not limited to the particularsensors described.

The sensor system 125 can include one or more sensors configured todetect, determine, assess, monitor, measure, quantify and/or senseposition and orientation changes of the vehicle 100, such as, forexample, based on inertial acceleration. In one or more arrangements,the sensor system 125 can include accelerometers, gyroscopes and/orother suitable sensors. The sensor system 125 can include sensors thatcan monitor one or more internal systems of the vehicle 100 (e.g., an O₂monitor, a fuel gauge, an engine oil temperature, coolant temperature,etc.).

The sensor system 125 can include one or more environment sensors 126.The environment sensors 126 can be configured to detect, determine,assess, monitor, measure, quantify and/or sense objects in at least aportion of the external environment of the vehicle 100 and/orinformation/data about such objects. The one or more environment sensors126 can be provided in any suitable location of the vehicle. In one ormore arrangements, one or more of the environment sensors 126 can belocated toward the front end 102 of the vehicle 100. In one or morearrangements, one or more environment sensors 126 can be located on aleft side of the front end 102 of the vehicle 100. Alternatively or inaddition, one or more environment sensors 126 can be located on a rightside of the front end 102 of the vehicle 100. Additionally oralternatively, one or more environment sensors 126 can be located in anysuitable location at or near the back end 104 of the vehicle 100.

Various examples of the environment sensors 126 will be describedherein. However, it will be understood that the embodiments are notlimited to the particular sensors described.

In one or more arrangements, one or more of the environment sensors 126can use at least in part radio signals (e.g. RADAR based sensors). Theone or more radio-based sensors can be configured to detect, determine,assess, monitor, measure, quantify and/or sense, directly or indirectly,the presence of one or more objects in the external environment of thevehicle 100, the position of each detected object relative to thevehicle 100, the distance between each detected object and the vehicle100 in one or more directions (e.g. in the longitudinal direction, thelateral direction and/or other direction(s)), the speed of each detectedobject and/or the movement of each detected object.

In one or more arrangements, one or more of the environment sensors 126can use at least in part lasers. For instance, one or more of theenvironment sensors 126 can be or included as part of a laserrangefinder or a LIDAR. Such devices can include a laser source and/orlaser scanner configured to emit a laser and a detector configured todetect reflections of the laser. The laser rangefinder or LIDAR may beconfigured to operate in a coherent or an incoherent detection mode. Theone or more laser-based sensors can be configured to detect, determine,assess, monitor, measure, quantify and/or sense, directly or indirectly,the presence of one or more objects in the external environment of thevehicle 100, the position of each detected object relative to thevehicle 100, the distance between each detected object and the vehicle100 in one or more directions (e.g. in the longitudinal direction, thelateral direction and/or other direction(s)), the speed of each detectedobject and/or the movement of each detected object.

In one or more arrangements, one or more of the environment sensors 126can use at least in part ultrasound. Such sensors can include anultrasound source configured to emit ultrasonic signals and a detectorconfigured to detect reflections of the ultrasonic signal. The one ormore ultrasound-based environment sensors 126 can be configured todetect, determine, assess, monitor, measure, quantify and/or sense,directly or indirectly, the presence of one or more objects in theexternal environment of the vehicle 100, the position of each detectedobject relative to the vehicle 100, the distance between each detectedobject and the vehicle 100 in one or more directions (e.g. in thelongitudinal direction, the lateral direction and/or otherdirection(s)), the speed of each detected object and/or the movement ofeach detected object. Such detecting can be based on a characteristic(e.g. the intensity) of a reflected ultrasonic signal.

In some arrangements, the sensor system 125, the processor 110, and/orone or more of the modules 120, 121, 122 can be configured to detect,determine, assess, monitor, measure, quantify and/or sense, directly orindirectly, one or more aspects, characteristics and/or properties of adetected object. For example, the sensor system 125, the processor 110,and/or one or more of the modules 120, 121, 122 can be configured todetect, determine, assess, monitor, measure, quantify and/or sense,directly or indirectly, the size, relative size, length, width, height,a dimension, the material, a material property, the speed, theacceleration and/or the trajectory of a detected object.

Alternatively or in addition to any of the sensors described above, thesensor system 125 can include other types of sensors. The sensor system125, the processor 110, and/or one or more of the modules 120, 121, 122can be operable to control movements of one or more of the sensors ofthe sensor system 125. It should be noted that any of the sensorsdescribed herein can be provided in any suitable location with respectto the vehicle 100. For instance, one or more sensors can be locatedwithin the vehicle 100, one or more sensors can be located on theexterior of the vehicle and/or one or more sensors can be located so asto be exposed to the exterior of the vehicle 100.

The vehicle 100 can include a camera system 127. In one or morearrangements, the camera system 127 can be a part of the sensor system125. The camera system 127 can include a one or more cameras 128 and/orone or more occupant view cameras 129. “Camera” is defined as anydevice, component, and/or system that can capture visual data. “Visualdata” includes video and/or image information/data. The visual data canbe in any suitable form.

In one or more arrangements, one or more of the cameras 128 and/or oneor more of the occupant view cameras 129 can include a lens (not shown)and an image capture element (not shown). The image capture element canbe any suitable type of image capturing device or system, including, forexample, an area array sensor, a Charge Coupled Device (CCD) sensor, aComplementary Metal Oxide Semiconductor (CMOS) sensor, a linear arraysensor, a CCD (monochrome). The image capture element may capture imagesin any suitable wavelength on the electromagnetic spectrum. The imagecapture element may capture color images and/or grayscale images. One ormore of the cameras 128 and/or one or more of the occupant view cameras129 can be configured with zoom in and/or zoom out capabilities.

In one or more arrangements, one or more of the cameras 128 and/or oneor more of the occupant view cameras 129 can be externally facing.“Externally facing” means a camera that is oriented, positioned,configured, operable and/or arranged to capture visual data from atleast a portion of the external environment of the vehicle 100. The oneor more cameras 128 and/or the one or more occupant view cameras 129 canbe located in any suitable portion of the vehicle 100. For instance, oneor more of the cameras 128 and/or one or more of the occupant viewcameras 129 can be located within the vehicle 100. One or more of thecameras 128 and/or one or more of the occupant view cameras 129 can belocated on the exterior of the vehicle 100. One or more of the cameras128 and/or one or more of the occupant view cameras 129 can be locatedon or exposed to the exterior of the vehicle 100.

The position of one or more of the cameras 128 and/or one or more of theoccupant view cameras 129 can be fixed such that its view cameras 129can be fixed such that its position does not change relative to thevehicle 100. One or more of the cameras 128 and/or one or more of theoccupant view cameras 129 can be movable so that its position can changeto allow visual data from different portions of the external environmentof the vehicle 100 to be captured. The movement of the cameras 128and/or the occupant view cameras 129 can be achieved in any suitablemanner. For instance, the cameras 128 and/or the occupant view cameras129 can be rotatable about one or more axes, pivotable, slidable and/orextendable, just to name a few possibilities. In one or morearrangements, the cameras 128 and/or the occupant view cameras 129 canhave any suitable range of motion, including, for example, substantiallyspherical, substantially hemi-spherical, substantially circular and/orsubstantially linear. As used herein, the term “substantially” includesexactly the term it modifies and slight variations therefrom. Thus, forexample, the term “substantially spherical” means exactly spherical andslight variations therefrom.

The one or more cameras 128, the occupant view cameras 129, the movementof the one or more cameras 128 and/or the movement of the one or moreoccupant view cameras 129 can be controlled by the camera system 127,the sensor system 125, the processor 110 and/or any one or more of themodules 120, 121, 122.

“Occupant view camera” means any camera that is configured, positioned,located, movable and/or oriented to capture, acquire and/or collectvisual data of an external environment of a vehicle to determine orassess the portion or portions of the external environment that canactually be seen by a human occupant of the vehicle. The occupantviewable area can be determined by, for example, the viewing analysismodule 121 and/or the processor 110. The one or more occupant viewcameras 129 can be provided in any suitable location. For instance, theone or more occupant view cameras 129 can be located within the interiorof the vehicle 100.

In one or more arrangements, one or more occupant view cameras 129 canbe provided to capture, acquire and/or collect visual data so that anoccupant viewable area for the driver of the vehicle 100 can bedetermined. Alternatively or in addition, one or more occupant viewcameras 129 can be provided to capture, acquire and/or collect visualdata so that an occupant viewable area for a non-driver passenger of thevehicle 100 can be determined.

The viewing analysis module 121 and/or the processor 110 can beconfigured to analyze visual data captured by the one or more occupantview cameras 129 to determine an occupant viewable area. The viewinganalysis module 121 and/or the processor 110 can be configured toanalyze information/data captured by the sensor system 125 with respectto detected objects in the external environment and to locate thedetected objects relative to the occupant viewable area. The sensorsystem 125, the viewing analysis module 121 and/or the processor 110 canbe configured to determine the sensor detection area. The viewinganalysis module 121 and/or the processor 110 can be configured to assessor compare the occupant viewable area and the sensor detection area.

In one or more arrangements, the vehicle 100 can include an objectrecognition module 123. In one or more arrangements, the objectrecognition module 123 can include artificial or computationalintelligence elements, e.g., neural network, fuzzy logic or othermachine learning algorithms. In some arrangements, the sensor system125, the processor 110, and/or the object recognition module 123 can beconfigured to detect, determine, assess, measure, quantify and/or sense,directly or indirectly, one or more dimensions of a detected object. Forinstance, based on data received from one or more sensors of the sensorsystem 125, a direct measurement of one or more dimensions of a detectedobject can be determined. Examples of dimensions that can be detected,determined, assessed, measured, quantified and/or sensed, directly orindirectly, include length, width and/or height.

In some arrangements, the sensor system 125, the processor 110, and/orthe object recognition module 123 can be configured to detect,determine, assess, measure, quantify and/or sense, directly orindirectly, a relative size of at least a portion of a detected object.In this regard, a “large object” is any object that has one or moredimensions greater than a predetermined dimension or is otherwisepresumed to be “large” based on one or more factors. A “non-largeobject” is any object that has one or more dimensions less than apredetermined dimension or is otherwise presumed to be non-large basedon one or more factors.

The relative size of a detected object can be determined in any suitablemanner. For instance, a detected dimension of the object (e.g. length,width and/or height) can be compared to a predetermined dimension. Thepredetermined dimension can have any suitable value. In one or morearrangements, if the detected dimension is greater than thepredetermined dimension, the object can be determined, classified and/orconsidered to be a large object. Such a comparison, determination,classification and/or consideration can be made by, for example, theprocessor 110 and/or the object recognition module 123. If the detecteddimension is less than or equal to the predetermined dimension, theobject can be determined, classified or considered to be a non-largeobject.

In one or more arrangements, the predetermined dimension can be apredetermined length. In such arrangements, the relative size of adetected object can be determined with respect to the predeterminedlength. For example, the length of an object can be detected. Thedetected length of the object can be compared to a predetermined length.The predetermined length can be any suitable length. In one or morearrangements, the predetermined length can be substantially equal to orgreater than the length of the vehicle 100. In one or more arrangements,such as in the case of smaller vehicles, the predetermined length can bea value that is greater than the length of the vehicle 100. In somearrangements, if the detected length is greater than the predeterminedlength, the object can be determined, classified and/or considered to bea large object. If the detected length is less than or equal to thepredetermined length, the object can be determined, classified and/orconsidered to be a non-large object.

Alternatively or in addition, the relative size of the object can bedetermined based on one or more inputs. For instance, the sensor system125 can be configured to detect, determine, assess, measure, quantifyand/or sense, directly or indirectly, the number of wheels or tires on aside of an object. Based on the number of detected wheels or tires, theprocessor 110 and/or the object recognition module 123 can determinewhether the object is a large object. For instance, if more than twowheels are detected on a side of a surrounding object, then it can bedetermined to be a large object (e.g. a truck).

Alternatively or in addition, the sensor system 125, the processor 110and/or the object recognition module 123 can be configured to detect,determine, assess, measure, quantify and/or sense, directly orindirectly, the size of the wheels or tires of an object. As an example,the wheels or tires of the object can have an associated diameter and/orradius. The size of the wheels or tires can be determined by a directmeasurement of a diameter or radius of a wheel or tire. In somearrangements, the detected diameter or radius of the tires or wheels canbe compared to a predetermined diameter or radius. The predetermineddiameter or radius can be any suitable value. In one or morearrangements, the predetermined diameter or radius can be substantiallyequal to the diameter or radius of the tires or wheels of the vehicle100. In one or more arrangements, such as in the case of vehicles withsmaller wheels or tires, the predetermined diameter or radius can be avalue that is greater than the diameter or radius of the tires or wheelsof the vehicle 100. If the detected diameter or radius is greater thanthe predetermined diameter or radius, the object can be determined to bea large or long object. If the detected diameter or radius is less thanor equal to the predetermined diameter or radius, the object can bedetermined, classified and/or considered to be a non-large object. Sucha comparison and/or determination can be made by, for example, theprocessor 110 and/or the object recognition module 123.

The object recognition module 123 can include and/or have access to anobject image database (not shown). The objects image database caninclude one or more images of a plurality of different objects (e.g.vehicles). Arrangements will be described herein in connection withvehicle, but it will be understood that arrangements are not limited tovehicles. Indeed, the object image database can include one or moreimages of non-vehicular objects. The images may be of one or moreportions of the exterior of at least a portion of a plurality ofdifferent vehicles. For instance, the images can be of at least aportion of a vehicle. The images can be provided in any suitable format.The vehicle image database can be located on-board the vehicle 100, suchas in the data store 115, or it can be located in a source external tothe vehicle 100 (e.g. in a cloud-based data store).

As an example, the object recognition module 123 can also include anysuitable vehicle recognition software or other object recognitionsoftware. The vehicle recognition software can analyze an image capturedby the camera system 126. The vehicle recognition software can query thevehicle image database for possible matches. For instance, imagescaptured by the camera system 126 can be compared to images in thevehicle image database for possible matches. Alternatively or inaddition, measurements or other aspects of an image captured by thecamera system 126 and/or the sensor system 125 can be compared tomeasurements or other aspects of any images in the vehicle imagedatabase. The object recognition module 123 can identify the detectedobject as a particular type of vehicle if there is a match between thecaptured image and an image in the vehicle database.

“Match” or “matches” means that an image or other information collectedby the sensor system and one or more of the images in the vehicledatabase are substantially identical. For instance, the an image orother information collected by the sensor system and one or more of theimages in the vehicle database can match within a predeterminedprobability (e.g., at least about 85%, at least about 90%, at leastabout 95% or greater) or confidence level.

In one or more arrangements, the vehicle 100 can include an objectmovement classification module 124. The sensor system 125, the processor110, and/or the object movement classification module 124 can beconfigured to determine, assess and/or classify the movement of anobject with respect to an information critical area relative to a futureplanned driving maneuver. “Future planned driving maneuver” means anymovement or action of the vehicle that is intended or planned to occurin order for the vehicle to proceed along a current travel route of thevehicle.

In one or more arrangements, the object movement classification module124 can determine whether an object is moving favorably or unfavorablyrelative to a future planned driving maneuver of the vehicle 100.“Moving favorably” means that the object is moving in a direction and/orin such a way that it will be located between an information criticalarea and an autonomous vehicle while the autonomous vehicle isimplementing a future planned driving maneuver. “Moving unfavorably”means that the object is moving in a direction and/or in such a way thatit will not be located between an information critical area and anautonomous vehicle while the autonomous vehicle is implementing a futureplanned driving maneuver.

The vehicle 100 can include an input system 130. An “input system” isdefined as any device, component, system, element or arrangement orgroups thereof that enable information/data to be entered into amachine. The input system 160 can receive an input from a vehicleoccupant (e.g. a driver or a passenger). Any suitable input system 130can be used, including, for example, a keypad, display, touch screen,multi-touch screen, button, joystick, mouse, trackball, microphoneand/or combinations thereof.

The vehicle 100 can include an output system 135. An “output system” isdefined as any device, component, system, element or arrangement orgroups thereof that enable information/data to be presented to a vehicleoccupant (e.g. a person, a vehicle occupant, etc.). The output system135 can present information/data to a vehicle occupant. The outputsystem 135 can include a display, as described above. Alternatively orin addition, the output system 135 may include a microphone, earphoneand/or speaker. Some components of the vehicle 100 may serve as both acomponent of the input system 130 and a component of the output system135.

The vehicle 100 can include one or more vehicle systems 145. Variousexamples of the one or more vehicle systems 145 are shown in FIG. 1.However, the vehicle 100 can include more, fewer or different systems.It should be appreciated that although particular vehicle systems areseparately defined, each or any of the systems or portions thereof maybe otherwise combined or segregated via hardware and/or software withinthe vehicle 100.

The vehicle 100 can include a propulsion system 150. The propulsionsystem 150 can include one or more mechanisms, devices, elements,components, systems, and/or combinations thereof, now known or laterdeveloped, configured to provide powered motion for the vehicle 100. Thepropulsion system 150 can include an engine and an energy source.

The engine can be any suitable type of engine or motor, now known orlater developed. For instance, the engine can be an internal combustionengine, an electric motor, a steam engine, and/or a Stirling engine,just to name a few possibilities. In some embodiments, the propulsionsystem could include a plurality of engine types. For instance, agas-electric hybrid vehicle can include a gasoline engine and anelectric motor.

The energy source can be any suitable source of energy that can be usedto at least partially power the engine. The engine can be configured toconvert the energy source into mechanical energy. Examples of energysources include gasoline, diesel, propane, hydrogen, other compressedgas-based fuels, ethanol, solar panels, batteries, and/or other sourcesof electrical power. Alternatively or in addition, the energy source caninclude fuel tanks, batteries, capacitors, and/or flywheels. In someembodiments, the energy source can be used to provide energy for othersystems of the vehicle 100.

The vehicle 100 can include wheels, tires and/or tracks. Any suitabletype of wheels, tires and/or tracks can be used. In one or morearrangements, the wheels, tires and/or tracks of the vehicle 100 can beconfigured to rotate differentially with respect to other wheels, tiresand/or tracks of the vehicle 100. The wheels, tires and/or tracks can bemade of any suitable material.

The vehicle 100 can include a braking system 155. The braking system 155can include one or more mechanisms, devices, elements, components,systems, and/or combinations thereof, now known or later developed,configured to decelerate the vehicle 100. As an example, the brakingsystem 155 can use friction to slow the wheels/tires. The braking system155 can convert the kinetic energy of the wheels/tires to electriccurrent.

Further, the vehicle 100 can include a steering system 160. The steeringsystem 160 can include one or more mechanisms, devices, elements,components, systems, and/or combinations thereof, now known or laterdeveloped, configured to adjust the heading of the vehicle 100.

The vehicle 100 can include a throttle system 165. The throttle system165 can include one or more mechanisms, devices, elements, components,systems, and/or combinations thereof, now known or later developed,configured to control the operating speed of an engine/motor of thevehicle 100 and, in turn, the speed of the vehicle 100.

The vehicle 100 can include a transmission system 170. The transmissionsystem 170 can include one or more mechanisms, devices, elements,components, systems, and/or combinations thereof, now known or laterdeveloped, configured to transmit mechanical power from the engine/motorof the vehicle 100 to the wheels/tires. For instance, the transmissionsystem 170 can include a gearbox, clutch, differential, drive shafts,and/or other elements. In arrangements where the transmission system 170includes drive shafts, the drive shafts can include one or more axlesthat are configured to be coupled to the wheels/tires.

The vehicle 100 can include a signaling system 175. The signaling system175 can include one or more mechanisms, devices, elements, components,systems, and/or combinations thereof, now known or later developed,configured to provide illumination for the driver of the vehicle 100and/or to provide information with respect to one or more aspects of thevehicle 100. For instance, the signaling system 175 can provideinformation regarding the vehicle's presence, position, size, directionof travel, and/or the driver's intentions regarding direction and speedof travel. For instance, the signaling system 175 can includeheadlights, taillights, brake lights, hazard lights and turn signallights.

The vehicle 100 can include a navigation system 180. The navigationsystem 180 can include one or more mechanisms, devices, elements,components, systems, applications and/or combinations thereof, now knownor later developed, configured to determine the geographic location ofthe vehicle 100 and/or to determine a travel route for the vehicle 100.

The navigation system 180 can include one or more mapping applicationsto determine a travel route for the vehicle 100. For instance, a driveror passenger may input an origin and a destination. The mappingapplication can determine one or more suitable travel routes between theorigin and the destination. A travel route may be selected based on oneor more parameters (e.g. shortest travel distance, shortest amount oftravel time, etc.). In some arrangements, the navigation system 180 canbe configured to update the travel route dynamically while the vehicle100 is in operation.

The navigation system 180 can include a global positioning system, alocal positioning system or a geolocation system. The navigation system180 can be implemented with any one of a number of satellite positioningsystems, such as the United States Global Positioning System (GPS), theRussian Glonass system, the European Galileo system, the Chinese Beidousystem, or any system that uses satellites from a combination ofsatellite systems, or any satellite system developed in the future,including the planned Chinese COMPASS system and the Indian RegionalNavigational Satellite System. Further, the navigation system 180 canuse Transmission Control Protocol (TCP) and/or a Geographic informationsystem (GIS) and location services.

The navigation system 180 may include a transceiver configured toestimate a position of the vehicle 100 with respect to the Earth. Forexample, navigation system 180 can include a GPS transceiver todetermine the vehicle's latitude, longitude and/or altitude. Thenavigation system 180 can use other systems (e.g. laser-basedlocalization systems, inertial-aided GPS, and/or camera-basedlocalization) to determine the location of the vehicle 100.

Alternatively or in addition, the navigation system 180 can be based onaccess point geolocation services, such as using the W3C GeolocationApplication Programming Interface (API). With such a system, thelocation of the vehicle 100 can be determined through the consulting oflocation information servers, including, for example, Internet protocol(IP) address, Wi-Fi and BLUETOOTH Media Access Control (MAC) address,radio-frequency identification (RFID), Wi-Fi connection location, ordevice GPS and Global System for Mobile Communications (GSM)/codedivision multiple access (CDMA) cell IDs. Thus, it will be understoodthat the specific manner in which the geographic position of the vehicle100 is determined will depend on the manner of operation of theparticular location tracking system used.

The processor 110 and/or the autonomous driving module 120 can beoperatively connected to communicate with the various vehicle systems145 and/or individual components thereof. For example, returning to FIG.1, the processor 110 and/or the autonomous driving module 120 can be incommunication to send and/or receive information from the variousvehicle systems 145 to control the movement, speed, maneuvering,heading, direction, etc. of vehicle 100. The processor 110 and/or theautonomous driving module 120 may control some or all of these vehiclesystems 145 and, thus, may be partially or fully autonomous.

The processor 110 and/or the autonomous driving module 120 may beoperable to control the navigation and/or maneuvering of the vehicle 100by controlling one or more of the vehicle systems 145 and/or componentsthereof. For instance, when operating in an autonomous mode, theprocessor 110 and/or the autonomous driving module 120 can control thedirection and/or speed of the vehicle 100. The processor 110 and/or theautonomous driving module 120 can cause the vehicle 100 to accelerate(e.g., by increasing the supply of fuel provided to the engine),decelerate (e.g., by decreasing the supply of fuel to the engine and/orby applying brakes) and/or change direction (e.g., by turning the fronttwo wheels). As used herein, “cause” or “causing” means to make, force,compel, direct, command, instruct, and/or enable an event or action tooccur or at least be in a state where such event or action may occur,either in a direct or indirect manner.

The vehicle 100 can include one or more actuators 140. The actuators 140can be any element or combination of elements operable to modify, adjustand/or alter one or more of the vehicle systems 145 or componentsthereof to responsive to receiving signals or other inputs from theprocessor 110 and/or the autonomous driving module 120. Any suitableactuator can be used. For instance, the one or more actuators 140 caninclude motors, pneumatic actuators, hydraulic pistons, relays,solenoids, and/or piezoelectric actuators, just to name a fewpossibilities.

According to arrangements described herein, the vehicle 100 can beconfigured for operating an autonomous vehicle in occupantview-obstructed environments. According to arrangements herein, thevehicle 100 (or one or more elements thereof) can be configured todetermine an occupant viewable area of the external environment, asensor detection area of the sensor system 125 and/or the camera system127, and/or identify an information critical area along a current travelroute of the vehicle 100 that is related to a future planned drivingmaneuver.

In one or more arrangements, an action can be taken in response todetermining that one or more detected objects in the externalenvironment are located outside of a determined occupant viewable area.For instance, the action can be presenting an alert within the vehicle100. Alternatively or in addition, the action can be causing a currentdriving maneuver of the vehicle 100 to be modified. These and otherexamples of possible actions will be described in greater detailthroughout this description. In one or more arrangements, the processor110, the driving module 120, the viewing analysis module 121 and/orother element(s) can be configured to determine whether one or moredetected objects in the external environment are located outside of adetermined occupant viewable area.

In one or more arrangements, it can be determined whether at least aportion of an information critical area is located outside of adetermined occupant viewable area as well as a determined sensordetection area due to the presence of the detected obstructing object.In one or more arrangements, responsive to such a determination, it canbe determined whether a detected obstructing object is moving favorablyrelative to a future planned driving maneuver of the vehicle 100. Theseand/or other determinations can be made by, at least in part, theprocessor 110, the autonomous driving module 120, the viewing analysismodule 121, the information critical area determination module 122, theobject recognition module 123, the object movement classification module124 and/or other element(s). In one or more arrangements, if it isdetermined that the detected obstructing object is moving favorablyrelative to the future planned driving maneuver of the vehicle 100, thevehicle 100 can be caused to implement the future planned drivingmaneuver while moving relative to the obstructing object so as to beshielded by the obstructing object from any potential objects located inthe information critical area.

Now that the various potential systems, devices, elements and/orcomponents of the vehicle 100 have been described, various methods foroperating an autonomous vehicle in a view-obstructed environment willnow be described. Referring now to FIG. 2, an example of another methodof operating an autonomous vehicle in view-obstructed portions of atravel route is shown. Various possible steps of method 200 will now bedescribed. The method 200 illustrated in FIG. 2 may be applicable to theembodiments described above in relation to FIG. 1, but it is understoodthat the method 200 can be carried out with other suitable systems andarrangements. Moreover, the method 200 may include other steps that arenot shown here, and in fact, the method 200 is not limited to includingevery step shown in FIG. 2. The steps that are illustrated here as partof the method 200 are not limited to this particular chronologicalorder. Indeed, some of the steps may be performed in a different orderthan what is shown and/or at least some of the steps shown can occursimultaneously.

At block 210, an information critical area along at least a portion ofthe travel route can be identified. The information critical area can berelated to a future driving maneuver of the vehicle 100. The identifyingof the information critical area can be performed by any suitableelement or combination of elements of the vehicle 100. In one or morearrangements, the identifying of the information critical area can beperformed, at least in part, by the information critical areadetermination module 122, the navigation system 180 and/or the processor110. In some arrangements, the identifying of the information criticalarea can be performed continuously or at any suitable interval. Themethod 200 can continue to block 220.

At block 220, at least a portion of an external environment of theautonomous vehicle can be sensed to detect the presence of objectslocated therein. More particularly, at least a portion of an externalenvironment of the autonomous vehicle can be sensed to detect thepresence of an obstructing object located therein. “Obstructing object”is any object that blocks a portion of the occupant viewable areasand/or the sensor detection area. The sensing of the externalenvironment to detect the presence of one or more obstructing objectslocation therein can be performed by any suitable element or combinationof elements of the vehicle 100. In one or more arrangements, the sensingof the external environment can be performed, at least in part, by thesensor system 125 (or component thereof), the camera system 127 (orportion thereof) and/or the processor 110. The method 200 can continueto block 230.

At block 230, an occupant viewable area of the external environment canbe determined. The determining of the occupant viewable area can beperformed by any suitable element or combination of elements of thevehicle 100. In one or more arrangements, the determining of theoccupant viewable area can be performed by the sensor system 125, thecamera system 127 (e.g. one or more occupant view cameras), the viewinganalysis module 121 and/or the processor 110. The determining of theoccupant viewable area can be performed continuously or at any suitableinterval. The method 200 can continue to block 240.

At block 240, a sensor detection area of the vehicle can be determinedrelative to the external environment. The determining of the sensordetection area can be performed by any suitable element or combinationof elements of the vehicle 100. In one or more arrangements, thedetermining of the sensor detection area can be performed by the sensorsystem 125, the camera system 127, the viewing analysis module 121and/or the processor 110. The determining of the sensor detection areacan be performed continuously or at any suitable interval. The method200 can continue to block 250.

At block 250, it can be determined whether at least a portion of theinformation critical area is located outside of both the occupantviewable area and the sensor detection area due to the presence of theobstructing object. Such a determination can be performed by anysuitable element or combination of elements of the vehicle 100. Forinstance, in one or more arrangements, the determining can be performedby the processor 110, the sensor system 125, the camera system 127, theviewing analysis module 121 and/or the information critical areadetermination module 122.

Responsive to determining that at least a portion of the informationcritical area is located outside of both the occupant viewable area andthe sensor detection area due to the presence of the obstructing object,it can be determined whether the view obstructing-object is movingfavorably relative to a future planned driving maneuver of the vehicle100. Such a determination can be performed by any suitable element orcombination of elements of the vehicle 100. For instance, in one or morearrangements, the determining can be performed by the processor 110, thesensor system 125, the camera system 127, the autonomous driving module120 and/or the object movement classification module 124. The method cancontinue to block 260.

It can be determined whether the detected obstructing object is movingfavorably or unfavorably relative to the future planned driving maneuverof the vehicle 100. Such a determination can be performed by anysuitable element or combination of elements of the vehicle 100. Forinstance, in one or more arrangements, the determining can be performedby the processor 110, the sensor system 125, the camera system 127, theautonomous driving module 120 and/or the object movement classificationmodule 124.

At block 260, responsive to determining that the detected obstructingobject is moving favorably relative to the future planned drivingmaneuver of the vehicle, the future planned driving maneuver of thevehicle 100 can be caused to be implemented. The future planned drivingmaneuver can be implemented while moving relative to the obstructingobject so as to be shielded by the obstructing object from any potentialobjects located in the information critical area, particularly the atleast a portion of the information critical area that is located outsideof both the occupant viewable area and the sensor detection area due tothe detected obstructing object.

In one or more arrangements, the processor 110 and/or the driving module120 can cause the vehicle 100 to implement the future planned drivingmaneuver. The processor 110 and/or the driving module 120 can beoperatively connected to one or more of the vehicle systems 145 to causethe future planned driving maneuver to be implemented. In one or morearrangements, the processor 110 and/or the driving module 120 can beoperable to control the one or more actuators 140, which can control oneor more of the vehicle systems 145 or portions thereof to implement thefuture planned driving maneuver.

It should be noted that causing the future planned driving maneuver tobe implemented can be performed automatically. In one or morearrangements, a vehicle occupant (e.g. a driver and/or other passenger)can be prompted to provide permission to implement the future planneddriving maneuver. The vehicle occupant can be prompted in any suitablemanner. For instance, a prompt can be presented on a display within thevehicle 100. Alternatively or in addition, the prompt can be audiblyoutput to the vehicle occupant over one or more audial channels. Otherforms of prompting can be used as an alternative or in addition to theabove-described forms of prompting. Responsive to receiving an inputcorresponding to a vehicle occupant's approval to implement the futuredriving maneuver, the vehicle 100 can be caused to implement the futureplanned driving maneuver.

The future planned driving maneuver can be any type of driving maneuver.For instance, the future planned driving maneuver can be passing throughan intersection, a right turn, a left turn, or even negotiating aroundabout. A current travel route can have a plurality of futureplanned driving maneuvers.

Further, moving relative to the obstructing object so as to be shieldedby the obstructing object from any potential objects located in theinformation critical area can be any suitable movement of the vehicle100. In one or more arrangements, moving relative to the detectedobstructing object can include moving so as to keep the truck betweenthe vehicle 100 and the information critical area 350. In someinstances, moving relative to the detected obstructing object caninclude the vehicle 100 moving forward at substantially the same speedas the detected obstructing object. In some instances, moving relativeto the detected obstructing object can include the vehicle 100 movingalongside the detected obstructing object without moving ahead of thedetected obstructing object. In one or more arrangements a predeterminedlateral spacing between the vehicle 100 and the detected obstructingobject can be maintained. In one or more arrangements, a predeterminedleading distance between the vehicle and the detected obstructing objectcan be maintained. “Leading distance” means the distance between aforward point of the detected obstructing object and a forward point ofthe vehicle. The forward points can be the forward-most points of thevehicle and/or the detected obstructing object. The forward points aredetermined with respect to the travel direction of the vehicle and thedetected obstructing object.

In one or more arrangements, causing the autonomous vehicle to implementthe future planned driving maneuver while moving relative to thedetected obstructing object can be responsive to one or more additionalfactors. For instance, it can be determined whether the detectedobstructing object is a large object. Such a determination can be madeby, for example, the sensor system 125, the camera system 127, theprocessor 110 and/or the object recognition module 123. In one or morearrangements, causing the autonomous vehicle to implement the futureplanned driving maneuver while moving relative to the detectedobstructing object can be further responsive to determining that thedetected obstructing object is a large object. Thus, if a detectedobstructing object is determined to be a large object, the autonomousvehicle can be caused to implement the future planned driving maneuverwhile moving relative to the detected obstructing object. However, if adetected obstructing object is determined to be a non-large object, theautonomous vehicle will not be caused to implement the future planneddriving maneuver while moving relative to the detected obstructingobject because a non-large object may be a poor candidate to serve as ashield for the vehicle 100 from any potential objects located in theinformation critical area.

When the vehicle is caused to implement the future planned drivingmaneuver, the method 200 can end. Alternatively, the method 200 canreturn to block 210. As a further alternative, the method 200 caninclude additional blocks (not shown). In some instances, the vehicle100 can continue to move relative to the detected obstructing object atleast until the vehicle 100 passes the information critical area and/orcompletes the future planned driving maneuver.

It should be noted that, in one or more implementations, responsive todetermining that the detected obstructing object is moving unfavorablyrelative to the future planned driving maneuver of the vehicle, thefuture planned driving maneuver of the vehicle 100 may not beimplemented or may not be implemented for a period of time and/or untila predetermined event occurs. As an example, responsive to determiningthat the detected obstructing object is moving unfavorably relative tothe future planned driving maneuver of the vehicle 100, theimplementation of the future planned driving can be delayed until theinformation critical area is located within at least one of the occupantviewable area and/or the sensor detection area. For instance, thevehicle 100 can wait to implement the future planned driving until theobstructing object has moved a sufficient distance such that informationcritical area becomes located within at least one of the occupantviewable area and/or the sensor detection area.

One non-limiting example of the operation of the vehicle 100 inaccordance with the method 200 will now be described in relation toFIGS. 3A and 3B. For purposes of this example, the vehicle 100 can betraveling in an environment 300 that includes a first road 305 and asecond road 310. As used herein, “road” means a thoroughfare, route,path or way between two places and upon which a vehicle can travel. Aroad may be paved or otherwise improved to facilitate travel by avehicle thereon. In some instances, a road may be unpaved orundeveloped. A road may be a public road or a private road. The road caninclude or be a part of one or more bridges, tunnels, supportingstructures, junctions, crossings, interchanges, and toll roads.

The first road 305 and the second road 310 can cross each other to forman intersection 325. In one or more arrangements, traffic with respectto the intersection 325 can be regulated using any suitable trafficcontrol device (e.g. stop signs, traffic lights, etc.). In one or morearrangements, the intersection 325 may not have an associated trafficcontrol device. The first road 305 and the second road 310 can beoriented at any suitable angle with respect to each other. For instance,the first road 305 and the second road 310 can be oriented atsubstantially 90 degrees relative to each other, as is shown in FIGS. 3Aand 3B. However, in one or more arrangements, the first road 305 and thesecond road 310 can be oriented at an acute angle with respect to eachother. In one or more arrangements, the first road 305 and the secondroad 310 can be angled at an obtuse angle with respect to each other.Further, in some arrangements, the intersection 325 can be formed bymore than two roads.

The first road 305 can include a plurality of travel lanes 306, 307,308. As used herein, a “travel lane” is a portion of a road that isdesignated for use by a single line of vehicles and/or a portion of aroad that is being used by a single line of vehicles. In some instances,the one or more travel lanes 306, 307, 308 can be designated by markingson the first road 305 or in any other suitable manner. In someinstances, the one or more travel lanes 306, 307, 308 may not be marked.

The first road 305 and the second road 310 can have any suitableconfiguration and/or layout. The first road 305 and/or the second road310 can be designated for two way travel, including a plurality oftravel lanes. For purposes of this example, the first road 305 caninclude a first set of one or more travel lanes 303 and a second set ofone or more travel lanes 304. The first set of travel lanes 303 can beintended or designated for vehicular travel in a first direction 316.The second set of travel lanes 304 can be intended or designated forvehicular travel in a second direction 317. The first direction 316 canbe different from the second direction 317. For example, the firstdirection 316 can be substantially opposite to the second direction 317.

The first set of travel lanes 303 and the second set of travel lanes 304can include any suitable type and/or quantity of travel lanes. Forinstance, FIGS. 3A and 3B show an example in which, at least whichrespect to the portion of the first road 305 below the intersection 325,the first set of travel lanes 303 can include two travel lanes 306, 307.The second set of travel lanes 304 can include a single travel lane 308.

The second road 310 can include a third set of one or more travel lanes318 and a fourth set of one or more travel lanes 319. The third set oftravel lanes 318 can be intended or designated for vehicular travel in athird direction 313. The fourth set of travel lanes 319 can be intendedor designated for vehicular travel in a fourth direction 314. The thirddirection 313 can be different from the fourth direction 314. Forexample, the third direction 313 can be substantially opposite to thefourth direction 314.

The third set of travel lanes 318 and the fourth set of travel lanes 319can include any suitable type and/or quantity of travel lanes. Forinstance, FIGS. 3A and 3B shows an example in which the third set oftravel lanes 318 can include a travel lane 311, and the fourth set oftravel lanes 319 can include a travel lane 312.

It will be understood that arrangements shown and described herein withrespect to the first road 305, the second road 310 and/or theintersection 325 are provided merely as examples, and arrangements arenot limited to the particular arrangements shown and described. Indeed,arrangements described herein can be used in connection with roadshaving any quantity, type and/or arrangement of travel lanes.

The vehicle 100 can be traveling on the first road 305. The currenttravel path of the vehicle 100 can include traveling forward on thefirst road 305 and passing through the intersection 325. The vehicle 100can be approaching the intersection 325 while traveling in the firstdirection 316. As it approaches the intersection 325, the current travellane of the vehicle 100 can be travel lane 306. “Current travel lane”means a travel lane that a vehicle is traveling on at the present time.Another vehicle (e.g. truck 330) can be located in travel lane 307. Thevehicle 100 and the truck 330 can be stopped at the intersection 325.The vehicle 100 and the truck 330 can be presented with an indication tostop before proceeding into the intersection 325, such as by a trafficcontrol device.

One or more information critical areas along at least a portion of thetravel route can be identified by the vehicle 100 (e.g. the informationcritical area determination module 122, the navigation system 180 and/orthe processor 110). The information critical area can be related to afuture planned driving maneuver of the vehicle 100. In this example, thefuture planned driving maneuver can be driving forward through theintersection 325 in the first direction 316 on the first road 305. As aresult, one information critical area can include an area 350 of thetravel lane 312 located to the left (in FIGS. 3A and 3B) of theintersection 325, since any vehicles traveling in this area 350 would beof concern to the vehicle 100 as it proceeds through the intersection325 on the first road 306.

The vehicle 100 can determine an occupant viewable area 360 of theexternal environment 300. However, the occupant viewable area 360 can beaffected due to the presence of one or more obstructing objects (e.g.the truck 330). In such case, the occupant viewable area 360 may not beas large as it would otherwise be in the absence of the truck 330.

The vehicle 100 can determine a sensor detection area 370. The sensordetection area 370 can be affected due to the presence of one or moreobstructing objects (e.g. the truck 330). In such case, the sensordetection area 370 may not be as large as it would otherwise be in theabsence of the truck 330.

The vehicle 100 (the viewing analysis module 121, the informationcritical determination module 122 and/or the processor 110) candetermine whether at least a portion of the information critical area350 is located outside of the determined occupant viewable area 360 andthe sensor detection area 370. As shown in the example of FIG. 3A, theinformation critical area 350 is located outside of the determinedoccupant viewable area 360 and the sensor detection area 370 due to thepresence of the truck 330. Thus, neither the sensor system 125 nor thevehicle occupant(s) (e.g. the driver) can sense the information criticalarea 350. As a result, there would be an elevated risk to performing thefuture planned driving maneuver (e.g. moving forward on the first road305 in the first direction 316) because insufficient information isavailable about the information critical area 330. In this example,another vehicle 380 can be present in the information critical area 350.

Responsive to determining that at least a portion of the informationcritical area is located outside of the determined occupant viewablearea 360 and the determined sensor detection area 370, it can bedetermined whether the truck 330 is moving favorably relative to thefuture planned driving maneuver of the vehicle 100. The vehicle 100 canmonitor the truck 330 to assess its movement. In one or morearrangements, the vehicle 100 can remain at a stop until it determineswhether the vehicle 100 is moving favorably relative to the futureplanned driving maneuver of the vehicle 100. The movement of the truck330 can be detected by the sensor system 125, the camera system 127and/or the processor 100. The determination of whether the truck 330 ismoving favorably or unfavorably relative to the future planned drivingmaneuver of the vehicle 100 can be performed by any suitable element orcombination of elements of the vehicle 100. For instance, in one or morearrangements, the determining can be performed by the processor 110, thesensor system 125, the camera system 127 (e.g. one or more occupant viewcameras), the autonomous driving module 120 and/or the object movementclassification module 124.

In this example, the truck 330 can move forward along the first road 305in the first direction 316, as is shown in FIG. 3B. Thus, the truck 330is moving favorably relative to the future planned driving maneuver ofthe vehicle 100 (driving through the intersection 325 in the firstdirection 316 on the first road 305) because the truck 330 is moving ina direction and/or in such a way that it will be located between theinformation critical area 350 and the vehicle 100 while the vehicle 100is driving through the intersection 325 in the first direction 316 onthe first road 305. Such an arrangement is shown in FIG. 3B.

Responsive to determining that the truck 330 is moving favorablyrelative to the future planned driving maneuver of the vehicle 100, thevehicle 100 can be caused to implement the future planned drivingmaneuver while moving relative to the truck 330. In one or morearrangements, the processor 110 and/or the driving module 120 can causethe vehicle 100 to implement the future planned driving maneuver. Theprocessor 110 and/or the driving module 120 can be operatively connectedto one or more of the vehicle systems 145 to implement the futureplanned driving maneuver. In one or more arrangements, the processor 110and/or the driving module 120 can be operable to control the one or moreactuators 140, which can control one or more of the vehicle systems 145or portions thereof to implement the future planned driving maneuver.

As noted above, the vehicle 100 moves relative to the truck 330. Anysuitable relative movement can be implemented. For instance, in one ormore arrangements, the vehicle 100 can move at substantially the samespeed as the truck 330. In one or more arrangements, the vehicle 100 canmove alongside the truck 330 while maintaining a predetermined minimumlateral spacing 385. In one or more arrangements, the vehicle 100 canmove forward without moving ahead of the truck 330. In one or morearrangements, a predetermined leading distance 386 between the vehicle100 and the truck 330 can be maintained.

In view of the above, it will be appreciated that the truck 330 canshield the vehicle 100 from any potential objects (e.g. the vehicle 380)located in the at least a portion of the information critical area 350that is located outside of the determined occupant viewable area 360 andthe determined sensor detection area 370 due to the truck 330. Byoperating in such a manner, the risk of being impinged upon by an object(e.g. the vehicle 380) in the information critical area 350 may bereduced because it is more likely that such an object would impinge uponthe truck 330 first.

The vehicle 100 can continue to move relative to the vehicle to anysuitable point. For instance, the vehicle 100 can continue to moverelative to the truck 330 at least until the vehicle 100 passes theinformation critical area 350. Alternatively or in addition, the vehicle10 can continue to move relative to the truck 330 at least until thevehicle 100 completes the future planned driving maneuver.

Another non-limiting example of the operation of the vehicle 100 inaccordance with the method 200 will now be described in relation toFIGS. 4A and 4B. For purposes of this example, the vehicle 100 can betraveling in an environment 400. For simplicity, the environment 400 canbe substantially identical to the environment 300 at least with respectto the first and second roads 305, 310. Accordingly, the abovedescription of the environment 300 applies equally to the environment400 and is incorporated herein.

The vehicle 100 and the truck 330 can be stopped at the intersection325. For purposes of the example shown in FIG. 4A, the future planneddriving maneuver can be a right turn onto the second street 310. Whilethe following discussion of FIGS. 4A and 4B concern a right hand turn499, it will be understood that arrangements are not limited to rightturns. Indeed, arrangements described herein can be used in connectionwith left turns or even roundabouts.

One or more information critical areas along at least a portion of thetravel route can be identified by the vehicle 100 (e.g. the informationcritical area determination module 122, the navigation system 180 and/orthe processor 110). Since the future planned driving maneuver of thevehicle 100 is a right turn onto the second street 310, one informationcritical area can include an area 350 of the travel lane 312 located tothe left (in FIGS. 4A and 4B) of the intersection 325, since anyvehicles traveling in this area 350 would be of concern to the vehicle100 as it turns right onto the second road 310.

The vehicle 100 can determine an occupant viewable area 360 and thesensor detection area 370, both of which are affected due to thepresence of the truck 330. The vehicle 100 can determine whether atleast a portion of the information critical area 350 is located outsideof the determined occupant viewable area 360 and the sensor detectionarea 370, as is shown in FIG. 4A. Thus, neither the sensor system 125nor the vehicle occupant(s) (e.g. the driver) can sense the informationcritical area 350. As a result, there would be an elevated risk toperforming the future planned driving maneuver (e.g. moving forward onthe first road 305 in the first direction 316) because insufficientinformation is available about the information critical area 330. Inthis example, another vehicle 380 can be present in the informationcritical area 350.

Responsive to determining that at least a portion of the informationcritical area is located outside of the determined occupant viewablearea 360 and the determined sensor detection area 370, it can bedetermined whether the truck 330 is moving favorably relative to thefuture planned driving maneuver of the vehicle 100. In this example, thetruck 330 can move forward along the first road 305 in the firstdirection 316, as is shown in FIG. 4B. Thus, the truck 330 is movingfavorably relative to the future planned driving maneuver of the vehicle100 (turning right onto the second road 310) because the truck 330 ismoving in a direction and/or in such a way that it will be locatedbetween the information critical area 350 and the vehicle 100 while thevehicle 100 is driving through the intersection 325 in the firstdirection 316 on the first road 305. Such an arrangement is shown inFIG. 4B.

Responsive to determining that the truck 330 is moving favorablyrelative to the future planned driving maneuver of the vehicle 100, thevehicle 100 can be caused to implement the future planned drivingmaneuver while moving relative to the truck 330. Any suitable relativemovement can be implemented. For instance, in one or more arrangements,the vehicle 100 can move at one or more speeds to complete the righthand turn 499 while keeping the truck 330 between the vehicle 100 andthe information critical area 350.

In view of the above, it will be appreciated that the truck 330 canshield the vehicle 100 from any potential objects (e.g. the vehicle 380)located in the at least a portion of the information critical area 350that is located outside of the determined occupant viewable area 360 andthe determined sensor detection area 370 due to the truck 330. Byoperating in such a manner, the risk of being impinged upon by an object(e.g. the vehicle 380) in the information critical area 350 may bereduced because it is more likely that such an object would impinge uponthe truck 330 first.

It will be appreciated that arrangements described herein can providenumerous benefits, including one or more of the benefits mentionedherein. For example, arrangements described herein can improve theperformance of an autonomous vehicle when operating in view-obstructedenvironments. Arrangements described herein can provide a degree ofcomfort and confidence to vehicle occupants by using a physical barrieror a movable shield in the environment to implement a future planneddriving maneuver. Further, arrangements described herein can potentiallyimprove the safe operation of the vehicle.

The flowcharts and block diagrams in the figures illustrate thearchitecture, functionality, and operation of possible implementationsof systems, methods and computer program products according to variousembodiments. In this regard, each block in the flowcharts or blockdiagrams may represent a module, segment, or portion of code, whichcomprises one or more executable instructions for implementing thespecified logical function(s). It should also be noted that, in somealternative implementations, the functions noted in the block may occurout of the order noted in the figures. For example, two blocks shown insuccession may, in fact, be executed substantially concurrently, or theblocks may sometimes be executed in the reverse order, depending uponthe functionality involved.

The systems, components and/or processes described above can be realizedin hardware or a combination of hardware and software and can berealized in a centralized fashion in one processing system or in adistributed fashion where different elements are spread across severalinterconnected processing systems. Any kind of processing system orother apparatus adapted for carrying out the methods described herein issuited. A typical combination of hardware and software can be aprocessing system with computer-usable program code that, when beingloaded and executed, controls the processing system such that it carriesout the methods described herein. The systems, components and/orprocesses also can be embedded in a computer-readable storage, such as acomputer program product or other data programs storage device, readableby a machine, tangibly embodying a program of instructions executable bythe machine to perform methods and processes described herein. Theseelements also can be embedded in an application product which comprisesall the features enabling the implementation of the methods describedherein and, which when loaded in a processing system, is able to carryout these methods.

Furthermore, arrangements described herein may take the form of acomputer program product embodied in one or more computer-readable mediahaving computer-readable program code embodied, e.g., stored, thereon.Any combination of one or more computer-readable media may be utilized.The computer-readable medium may be a computer-readable signal medium ora computer-readable storage medium. The phrase “computer-readablestorage medium” means a non-transitory storage medium. Acomputer-readable storage medium may be, for example, but not limitedto, an electronic, magnetic, optical, electromagnetic, infrared, orsemiconductor system, apparatus, or device, or any suitable combinationof the foregoing. More specific examples (a non-exhaustive list) of thecomputer-readable storage medium would include the following: anelectrical connection having one or more wires, a portable computerdiskette, a hard disk drive (HDD), a solid state drive (SSD), a randomaccess memory (RAM), a read-only memory (ROM), an erasable programmableread-only memory (EPROM or Flash memory), an optical fiber, a portablecompact disc read-only memory (CD-ROM), a digital versatile disc (DVD),an optical storage device, a magnetic storage device, or any suitablecombination of the foregoing. In the context of this document, acomputer-readable storage medium may be any tangible medium that cancontain, or store a program for use by or in connection with aninstruction execution system, apparatus, or device.

Program code embodied on a computer-readable medium may be transmittedusing any appropriate medium, including but not limited to wireless,wireline, optical fiber, cable, RF, etc., or any suitable combination ofthe foregoing. Computer program code for carrying out operations foraspects of the present arrangements may be written in any combination ofone or more programming languages, including an object orientedprogramming language such as Java™, Smalltalk, C++ or the like andconventional procedural programming languages, such as the “C”programming language or similar programming languages. The program codemay execute entirely on the user's computer, partly on the user'scomputer, as a stand-alone software package, partly on the user'scomputer and partly on a remote computer, or entirely on the remotecomputer or server. In the latter scenario, the remote computer may beconnected to the user's computer through any type of network, includinga local area network (LAN) or a wide area network (WAN), or theconnection may be made to an external computer (for example, through theInternet using an Internet Service Provider).

The terms “a” and “an,” as used herein, are defined as one or more thanone. The term “plurality,” as used herein, is defined as two or morethan two. The term “another,” as used herein, is defined as at least asecond or more. The terms “including” and/or “having,” as used herein,are defined as comprising (i.e. open language). The phrase “at least oneof . . . and . . . ” as used herein refers to and encompasses any andall possible combinations of one or more of the associated listed items.As an example, the phrase “at least one of A, B and C” includes A only,B only, C only, or any combination thereof (e.g. AB, AC, BC or ABC).

Aspects herein can be embodied in other forms without departing from thespirit or essential attributes thereof. Accordingly, reference should bemade to the following claims, rather than to the foregoingspecification, as indicating the scope of the invention.

What is claimed is:
 1. A method of operating an autonomous vehicle inoccupant view and vehicle sensor obstructed environments, comprising:identifying an information critical area in an external environmentrelative to a future planned driving maneuver of the autonomous vehicle;sensing at least a portion of the external environment of the autonomousvehicle to detect the presence of an obstructing object located therein;responsive to determining that at least a portion of the informationcritical area is located outside of a determined occupant viewable areaand a determined sensor detection area due to the presence of thedetected obstructing object, determining whether the detectedobstructing object is moving favorably relative to a future planneddriving maneuver of the autonomous vehicle; and responsive todetermining that the detected obstructing object is moving favorablyrelative to the future planned driving maneuver of the autonomousvehicle, causing the autonomous vehicle to implement the future planneddriving maneuver while moving relative to the detected obstructingobject so that the detected obstructing object is located between theautonomous vehicle and any potential objects located in the at least aportion of the information critical area that is located outside of thedetermined occupant viewable area and the determined sensor detectionarea due to the detected obstructing object.
 2. The method of claim 1,further including determining the speed of the detected obstructingobject, and wherein causing the autonomous vehicle to implement thefuture planned driving maneuver while moving relative to the detectedobstructing object includes causing the autonomous vehicle to implementthe future planned driving maneuver while moving forward atsubstantially the same speed as the detected obstructing object.
 3. Themethod of claim 1, further including detecting the movement of thedetected obstructing object, and wherein causing the autonomous vehicleto implement the future planned driving maneuver while moving relativeto the detected obstructing object includes causing the autonomousvehicle to implement the future planned driving maneuver while movingalongside the detected obstructing object without moving ahead of thedetected obstructing object.
 4. The method of claim 1, wherein causingthe autonomous vehicle to implement the future planned driving maneuverwhile moving relative to the detected obstructing object is performeduntil at least one of: the autonomous vehicle passes the informationcritical area; and the autonomous vehicle completes the future planneddriving maneuver.
 5. The method of claim 1, further including: detectinga dimension of the detected obstructing object; determining whether thedetected obstructing object is a large object based on the detecteddimension of the detected obstructing object; and wherein causing theautonomous vehicle to implement the future planned driving maneuverwhile moving relative to the detected obstructing object is furtherresponsive to determining that the detected obstructing object is anlarge object.
 6. The method of claim 1, wherein the future planneddriving maneuver includes traveling in substantially the same directionas the detected obstructing object.
 7. The method of claim 1, whereinthe future planned driving maneuver includes one of a right turn or aleft turn.
 8. A system for operating an autonomous vehicle in occupantview and vehicle sensor obstructed environments, the system comprising:a sensor system, the sensor system being configured to: sense at least aportion of the external environment of the autonomous vehicle to detectthe presence of an obstructing object located therein; and a processoroperatively connected to the sensor system, the processor beingprogrammed to initiate executable operations comprising: identifying aninformation critical area in an external environment relative to afuture planned driving maneuver of the autonomous vehicle; determiningan occupant viewable area of the external environment; determining asensor detection area of the external environment; responsive todetermining that at least a portion of the information critical area islocated outside of the determined occupant viewable area and thedetermined sensor detection area due to the presence of the detectedobstructing object, determining whether the detected obstructing objectis moving favorably relative to a future planned driving maneuver of theautonomous vehicle; and responsive to determining that the detectedobstructing object is moving favorably relative to a future planneddriving maneuver of the autonomous vehicle, causing the autonomousvehicle to implement the future planned driving maneuver while movingrelative to the detected obstructing object so that the detectedobstructing object is located between the autonomous vehicle and anypotential objects located in the at least a portion of the informationcritical area that is located outside of the determined occupantviewable area and the determined sensor detection area due to thedetected obstructing object.
 9. The system of claim 8, wherein at leastone of the sensor system or the processor is configured to determine thespeed of the detected obstructing object, and wherein causing theautonomous vehicle to implement the future planned driving maneuverwhile moving relative to the detected obstructing object includescausing the autonomous vehicle to implement the future planned drivingmaneuver while moving forward at substantially the same speed as thedetected obstructing object.
 10. The system of claim 8, wherein at leastone of the sensor system or the processor is configured to detect themovement of the detected obstructing object, and wherein causing theautonomous vehicle to implement the future planned driving maneuverwhile moving relative to the detected obstructing object includescausing the autonomous vehicle to implement the future planned drivingmaneuver while moving alongside the detected obstructing object withoutmoving ahead of the detected obstructing object.
 11. The system of claim8, wherein causing the autonomous vehicle to implement the futureplanned driving maneuver while moving relative to the detectedobstructing object is performed until at least one of: the autonomousvehicle passes the information critical area; and the autonomous vehiclecompletes the future planned driving maneuver.
 12. The system of claim8, wherein the executable operations further include: detecting adimension of the detected obstructing object; determining whether thedetected obstructing object is a large object based on the detecteddimension of the detected obstructing object; and wherein causing theautonomous vehicle to implement the future planned driving maneuverwhile moving relative to the detected obstructing object is furtherresponsive to determining that the detected obstructing object is alarge object.
 13. The system of claim 8, wherein the future planneddriving maneuver includes traveling in substantially the same directionas the detected obstructing object.
 14. The system of claim 8, whereinthe future planned driving maneuver includes one of a right turn or aleft turn.
 15. A computer program product for operating an autonomousvehicle in occupant view and vehicle sensor obstructed environments, thecomputer program product comprising a non-transitory computer readablestorage medium having program code embodied therein, the program codeexecutable by a processor to perform a method comprising: identifying aninformation critical area in an external environment relative to afuture planned driving maneuver of the autonomous vehicle; sensing atleast a portion of the external environment of the autonomous vehicle todetect the presence of an obstructing object located therein;determining an occupant viewable area of the external environment;determining a sensor detection area of the external environment;responsive to determining that at least a portion of the informationcritical area is located outside of the determined occupant viewablearea and the determined sensor detection area due to the presence of thedetected obstructing object, determining whether the detectedobstructing object is moving favorably relative to a future planneddriving maneuver of the autonomous vehicle; and responsive todetermining that the detected obstructing object is moving favorablyrelative to a future planned driving maneuver of the autonomous vehicle,causing the autonomous vehicle to implement the future planned drivingmaneuver while moving relative to the detected obstructing object sothat the detected obstructing object is located between the autonomousvehicle and any potential objects located in the at least a portion ofthe information critical area that is located outside of the determinedoccupant viewable area and the determined sensor detection area due tothe detected obstructing object.
 16. The computer program product ofclaim 15, further including determining the speed of the detectedobstructing object, and wherein causing the autonomous vehicle toimplement the future planned driving maneuver while moving relative tothe detected obstructing object includes causing the autonomous vehicleto implement the future planned driving maneuver while moving forward atsubstantially the same speed as the detected obstructing object.
 17. Thecomputer program product of claim 15, further including detecting themovement of the detected obstructing object, and wherein causing theautonomous vehicle to implement the future planned driving maneuverwhile moving relative to the detected obstructing object includescausing the autonomous vehicle to implement the future planned drivingmaneuver while moving alongside the detected obstructing object withoutmoving ahead of the detected obstructing object.
 18. The computerprogram product of claim 15, wherein causing the autonomous vehicle toimplement the future planned driving maneuver while moving relative tothe detected obstructing object is performed until at least one of: theautonomous vehicle passes the information critical area; and theautonomous vehicle completes the future planned driving maneuver. 19.The computer program product of claim 15, wherein the method furtherincludes: detecting a dimension of the detected obstructing object;determining whether the detected obstructing object is a large objectbased on the detected dimension of the detected obstructing object; andwherein causing the autonomous vehicle to implement the future planneddriving maneuver while moving relative to the detected obstructingobject is further responsive to determining that the detectedobstructing object is a large object.
 20. The computer program productof claim 15, wherein the future planned driving maneuver includestraveling in substantially the same direction as the detectedobstructing object.